FR3047340B1 - SYSTEM FOR AIDING THE AUTHORIZATION DECISION FROM AN AIRCRAFT, AND ASSOCIATED METHOD - Google Patents

Abstract

The system (10) comprises: - a synthesis module (56) capable of generating at least one authorization status from the aircraft (12) on the basis of at least one fault data and / or aircraft failures (12) and at least data contained in a first identification database (44) and in a second minimum equipment list database (46); a display (52) capable of displaying at least one synthesis window (60) containing at least one indicator for identifying defects and / or failures of the aircraft (12) produced from the or each data item of faults and / or failures, and at least one authorization status flag from on the basis of the permission status from determined by the summary module (56).

Description

Authorization decision assistance system from an aircraft, and associated method

The present invention relates to an authorization decision assistance system from an aircraft, comprising: - a module for acquiring aircraft fault and / or breakdown data; - at least a first identification database, capable of associating at least one piece of equipment and / or a system and / or a potentially incriminated function of the aircraft with at least one item of faults and / or breakdowns of the aircraft received from the acquisition module; - a second database of minimum list of equipment defining authorization conditions from the aircraft as a function of equipment and / or systems and / or potentially incriminated functions of the aircraft.

Such a system is intended to be present in the cockpit of an aircraft to assist the crew during the decision to authorize departure, in the presence of faults and / or breakdowns on at least one item of equipment of the aircraft. .

Given the complexity of the systems composing an aircraft, the aircraft in certain cases presents before take-off faults and / or breakdowns on certain equipment.

Certain faults and / or failures are critical and prohibit the aircraft from taking off, to guarantee safety constraints. However, other faults and / or failures are less critical, especially given the redundancy of the systems on the aircraft or the little impact of the systems involved in the conduct of the flight.

In this case, if the repair is not immediately possible or desirable, for example in the case where the terrain on which the aircraft is located does not have adequate maintenance means, or if operational constraints impose it, the The aircraft may in certain cases have an authorization to depart (or “dispatch” in English).

The decision to authorize to depart must be taken by the crew of the aircraft, on the basis in particular of the fault and / or breakdown data they find in the cockpit and the documentation available to them, by analyzing the operational status of the aircraft.

The documentation available is complex and voluminous. It contains several manuals.

In particular, the documentation includes at least a minimum list of equipment which defines, equipment by equipment, the configurations in which the aircraft can have an authorization to depart, despite faults and / or failures.

The link between the faults and / or breakdowns observed and the equipment in question is not always easy to determine. Manuals such as a pilot assistance list, a configuration deviation list, a maintenance and operations manual, and a fault guide for authorization assistance from allow linking between the faults and / or faults observed and the equipment and / or systems and / or functions complained of when this is identifiable. For complex cases of faults / failures, procedures, aimed at isolating the problem, are described to be carried out before identifying the possible link with an equipment and / or a system and / or a function.

In the presence of a fault and / or a failure observed on the aircraft screens or of a fault felt and / or visible in or outside the aircraft, the crew must first of all check in the pilot assistance list if this fault is not an artifact. If this is not the case, he must then consult the fault guide to determine the equipment and / or the system and / or the function involved and the procedures to be carried out.

He must then refer to the appropriate item or items in the minimum list of equipment and check in each item whether the conditions are met or not for an authorization to leave, taking into account in particular operational constraints.

Such a process is not entirely satisfactory. The aforementioned documentation is very voluminous, and may include several hundred pages. The information to be consulted is distributed in several paper documents and requires moving from one document to another by writing progressively the analyzes to follow and memorize the choices made.

As a result, the time required before having an operational status allowing decision-making can be quite long. In addition, it is very difficult for the crew to anticipate whether or not the analysis will lead to a return to the parking point, if an aircraft reset is necessary, and / or if the crew will be able to resolve the problem on his own, or if he will need outside assistance. This can affect the smooth running of the mission and the comfort of the passengers.

An object of the invention is to obtain an assistance system which simplifies the task of the crew of the aircraft in the decision to authorize departure, which reduces the decision time and which anticipates if possible the operational consequences. observed faults and / or breakdowns, or even which initiates an impact / stress analysis for the next flight. To this end, the invention relates to a system of the aforementioned type, characterized by: - a synthesis module, capable of generating at least one authorization status from the aircraft, on the basis of at least one data of faults and / or breakdowns of the aircraft received from the acquisition module and from at least data contained in the first database and in the second database; a display capable of displaying at least one summary window containing at least one indicator for identifying faults and / or breakdowns of the aircraft produced from the or each data item of faults and / or breakdowns, and at least one authorization status indicator from based on the authorization status from starting determined by the summary module.

The system according to the invention may include one or more of the following characteristics, taken in isolation or in any technically possible combination: - the data on faults and / or failures is a reference for faults and / or failures, a CAS message, a message identifying a cause of failure with its root cause message (“fault message and root cause” in English), a means of cockpit alert such as a message from a screen or another indication, a return of status of actions performed during a procedure, return of an analysis performed by the crew, status of an aircraft system, equipment or function, and / or a maintenance message. the synthesis module is capable of generating at least one rapid authorization status from the aircraft on the basis of at least one item of aircraft faults and / or breakdowns received from the acquisition module, and at least of data contained in the first database and in the second database, the rapid status of authorization to leave being determined among a non-authorization to leave, an authorization from established, an analysis being able to be carried out on place, and / or an analysis requiring a return to the parking point, the display being suitable for displaying in the summary window at least one indicator for rapid authorization status from on the basis of rapid authorization status from determined by the summary module; the synthesis module is capable of generating at least one detailed authorization status from establishing an operational impact, on the basis of at least one item of aircraft faults and / or breakdowns received from the acquisition module and at least data contained in the first database and in the second database, the display being able to display in the summary window at least one detailed status indicator of authorization to be based on the detailed authorization status from determined by the summary module; - the detailed status of authorization to leave generated by the summary module includes at least one procedural information to be carried out from the minimum list of equipment to decide on authorization to leave, the display being suitable for displaying an indicator of detailed status identifying the procedure to be carried out on the basis of the procedure information to be carried out generated by the summary module. - the display is suitable for displaying in the summary window at least one status for determining the state of a procedure to be carried out; the detailed authorization status from generated by the summary module includes at least minimum time estimation information necessary for the authorization decision to leave, the display being able to display a detailed status indicator giving a estimation of minimum time necessary for the establishment of the authorization on the basis of the information of estimation of minimum time generated by the summary module; - the detailed status of authorization to leave generated by the summary module includes information on the need for external assistance to decide on authorization to leave, the display being suitable for displaying a detailed status indicator relating to a need external assistance based on the information on the need for external assistance generated by the summary module; the detailed authorization status from generated by the synthesis module includes information on the need to reset the aircraft systems to decide on authorization to leave, the display being suitable for displaying a relative detailed status indicator the need for reinitialization on the basis of the information on the need for reinitialization generated by the synthesis module; the detailed authorization status from generated by the synthesis module includes information on the operational limitation of the aircraft on at least one next flight, the display being suitable for displaying a detailed status indicator relating to the operational limitation on the base of the operational limitation information generated by the synthesis module; - the summary module is suitable for establishing at least one detailed status of authorization to leave on the ground and in flight constituting an estimate for a next departure, the display being suitable for displaying the or each detailed operational impact status indicator on the ground and in flight; - it includes at least one database to help with isolation and orientation to an item in the minimum equipment list, a database of operating and maintenance procedures, and / or a database of deviation configuration list data, the synthesis module being able to generate at least one authorization status from data contained in the isolation and orientation aid database. the minimum list of equipment, in the database of operating and maintenance procedures, and / or in the database of deviation configuration list; - It includes at least one database of faults and / or fleet faults, the summary module being able to further query the database of faults and / or fleet faults in the presence of fault data and / or failures collected by the acquisition module; - after the establishment of an authorization to leave in the presence of a data item of faults and / or breakdowns of the aircraft, the display is capable of displaying an indicator of number of flights and / and of remaining duration of authorization to start in the summary window; the fault and / or breakdown data acquisition module is capable of automatically detecting the fault and / or breakdown information of the aircraft, and / or comprises an interface for manual entry of the fault information and / or aircraft failures. The subject of the invention is also a method of assisting in the authorization decision from an aircraft comprising the following steps: - supply of a system as defined above; - acquisition, by the acquisition module of at least one item of aircraft faults and / or breakdowns; generation by the synthesis module of an authorization status from the aircraft on the basis of at least one item of aircraft faults and / or breakdowns received from the acquisition module and d 'at least data contained in the first database and in the second database; display on a summary window of the display of at least one indicator for identifying faults and / or breakdowns of the aircraft and an indicator of the authorization status from determined by the summary module on the database of aircraft faults and / or breakdowns.

The method according to the invention may include one or more of the following characteristics, taken in isolation or in any technically possible combination: - the generation of at least one rapid authorization status from the aircraft on the database of at least one item of aircraft faults and / or breakdowns received from the acquisition module and at least of data contained in the first database and in the second database, the rapid status d authorization to leave being determined from a non authorization to leave, an authorization to leave established, an analysis that can be carried out on site, and / or an analysis requiring a return to the parking point, the display showing in the summary window at minus a fast authorization status indicator from based on the fast authorization status from starting generated by the summary module; the generation of at least one detailed authorization status from establishing an operational impact, on the basis of at least one item of aircraft faults and / or breakdowns received from the acquisition module and at less data contained in the first database and in the second database, the display unit displaying in the summary window at least one detailed authorization status indicator from based on the detailed authorization status from generated by the synthesis module. The invention will be better understood on reading the description which follows, given solely by way of example, and made with reference to the appended drawings, in which: - Figure 1 is a schematic view of a first system d 'assistance in the decision to authorize departure from the invention; - Figure 2 is a view of a decision support summary window displayed by the system of Figure 1; FIG. 3 illustrates several quick status icons indicating the very short-term impact of authorization from the aircraft, suitable for being displayed on the window in FIG. 2; - Figure 4 illustrates several detailed operational impact status icons specific to being displayed on the window of Figure 2; - Figure 5 is a flowchart illustrating the successive stages of implementation of a method for assisting the authorization decision to start, implemented using the system of Figure 1; - Figure 6 illustrates several successive stages of implementation of the method of Figure 5; - Figures 7 to 10 illustrate the successive display of summary windows on the display of the system of Figure 1, during the implementation of the method of Figure 5.

In the figures, the display screens are illustrative of real aircraft systems, and are therefore in English, in accordance with standard display in the aeronautical field. A translation into French of the relevant indications is given if necessary in the description which follows.

A first system 10 for assisting in the authorization decision from an aircraft 12 according to the invention is illustrated in FIG. 1.

The system 10 is intended to be connected to a central avionics system 14 comprising a central avionics unit 16 and a display unit 18 placed in the cockpit of the aircraft 12.

The system 10 is for example permanently integrated in the cockpit of the aircraft 12 within the central avionics unit 16 or in connection with the latter.

Alternatively, the system 10 is placed in a portable electronic device, such as a tablet. Such a device is called “electronic flight bag” or “electronic flight bag” in English. This device is then able to exchange data with the central avionics unit 16 and possibly with maintenance centers and / or operational offices, by means of a communication assembly, in particular wireless.

The decision to authorize to depart, designated by the English term "dispatch", is taken in particular by the crew of the aircraft in the presence of a malfunction or a breakdown of at least one piece of equipment and / or a system and / or function of the aircraft found on the ground, before takeoff of the aircraft.

The authorization decision to leave is taken on the basis of precise conditions, defined with the certification authorities. For this, a list of items is defined (equipment and / or systems and / or functions) which may be temporarily non-functional, provided that operational limitations, procedures and checks are taken into account for a given aircraft in order to '' ensure the safe conduct of the flight. The central avionics unit 16 is notably connected to measurement systems 20 on the aircraft, to external communication systems 22, and to systems 24 for actuating the controls of the aircraft.

The measurement systems 20 comprise, for example, sensors for measuring parameters external to the aircraft, such as temperature, pressure or speed, sensors for measuring parameters internal to the aircraft and to its various functional systems and positioning sensors, such as GPS sensors, inertial units, and / or an altimeter.

The external communication systems 22 include for example radio systems, VOR / LOC, ADS, DME, ILS, NLS, radar systems, and / or satellite communication systems such as "SATCOM".

The control systems 24 include actuators capable of actuating controls of the aircraft, such as flaps, control surfaces, pumps, or even mechanical, electrical or / and hydraulic circuits, and software actuators capable of configuring the states avionics of the aircraft.

The different systems 20 to 24 are connected to the central control unit 14, for example digitally, by at least one data bus traveling on a network internal to the aircraft. The central unit 14 comprises at least one computer 26 and a memory 28 suitable for receiving information from the various systems 20 to 24 and for processing it, and possibly for controlling the systems 24 to execute procedural actions.

In particular, the memory 28 contains at least one software application 30 for detecting faults and / or breakdowns on the equipment of systems 20 to 24 of the aircraft. It possibly includes at least one application 32 for displaying and automatically or semi-automatically or manually performing procedures associated with the faults and faults observed. The software application 30 is suitable for being executed by the computer 26 to detect the appearance of faults and / or failures on the various systems 20 to 24 of the aircraft 12 and to have the faults and / or coded reported the faults observed, by generally associating them with a fault reference, a root cause of fault ("root cause" in English), a specific alert means in the cockpit displays ("flag" in English) or a crew alert message (known by the English expression “Crew Alerting System or“ CAS ”).

The references of faults and / or breakdowns, root causes, and alert means are generally displayed on one or more status windows of the display unit 18, advantageously located between the seats of the cockpit. CAS messages are generally displayed on a specific CAS window, located next to each cockpit seat. The software application 32 is suitable for being executed by the computer 26 to allow the loading of the procedures associated with the appearance of faults and / or breakdowns and to allow the manual, semi-automatic or automatic running of the procedures.

As a variant, in the case where the system 10 is integrated into a portable electronic device, the software application 32 is suitable for being executed directly by the system 10.

Referring to Figure 1, the authorization decision support system from 10 comprises at least one computer 40 and a memory 42 containing software modules capable of being executed by the computer 40. The system 10 also comprises databases 44 to 50, including at least a first database 44 for identifying faults and failures and at least a second database 46 of minimum equipment list. It includes a display 52 and a man-machine interface 53.

The memory 42 contains in particular a software module 54 for acquiring faults and / or breakdowns, and a software module 56 for operational synthesis, intended to determine authorization statuses from the fault and / or breakdown databases received from the acquisition module 54, and from data taken from databases 44 to 50, as will be seen below. It also advantageously contains a software module 58 for managing display on the display 52.

The acquisition module 54 is suitable for interrogating the avionics unit 16 in order to recover identification data for faults and / or breakdowns generated by the software application 30.

These identification and context data are for example references to faults and / or failures, root causes of faults, CAS messages, alert means, or maintenance messages.

The acquisition module 54 is further suitable for receiving fault and / or fault identification data entered manually by the crew using the man-machine interface 53. These data are for example faults / breakdowns available in database 44, references of equipment and / or systems and / or functions, or structural elements of the aircraft present in databases 44 to 50. This data can also be returns action reports carried out during procedures, or feedback from analyzes carried out by the pilot. Optionally, the acquisition module 54 is capable of acquiring contextual data, such as data on the flight phase, date and time data, aircraft configuration data, maintenance data, in particular, data. mission, origin / destination airports, type of mission, flight plan elements, or parameters from aircraft systems. The man-machine interface 53 comprises for example a physical keyboard and / or software, and / or a selection and control member for scrolling through menus and / or entering information.

Among the databases 44 to 51, at least one first identification database 44 advantageously associates the fault and / or breakdown data received by the acquisition module 54 with one or more pieces of equipment and / or systems and / or functions of the aircraft 12 potentially implicated.

In particular, the first identification database 44 contains a plurality of fault and / or fault signatures which are each potentially associated with one or more potentially incriminated equipment and / or system and / or function. Each signature is made up of at least one item of identification of faults and / or breakdowns, and possibly contextual data, as defined above.

The minimum equipment list database 46 associates with each of a plurality of potentially incriminated equipment and / or systems and / or functions at least one item of minimum equipment list.

Each item of minimum equipment list corresponding to a potentially incriminated equipment and / or system and / or function defines the conditions under which the aircraft 12 can be authorized to depart, if the equipment and / or the system and / or the function in question has failed. It defines in particular the minimum number of equipment and / or systems and / or functions in service which must be present in the aircraft 12, the check or checks which must be carried out to decide on the authorization to leave, the entity in charge of carrying out the verification, to be chosen from among the crew and / or a qualified maintenance person, and the number of flights or the time during which the aircraft 12 can be in flight without the equipment and / or systems and / or the offending functions work.

Advantageously, the database 46 includes, for each item, an indication of the estimate of time necessary for the implementation of the verification, and an indication of the need to reset the systems of the aircraft, if the verification associated with the 'item implies such a reset.

The database 46 is established on the basis of certified data present in a minimum list of master equipment (designated by the acronym “MMEL”), defined by the aircraft manufacturer, which allows the operator to create in turn a minimum list of equipment associated with the particular aircraft 12.

In the example shown in FIG. 1, the system 10 optionally includes at least a third database 48 for assistance in isolating and orienting towards an item in the minimum list of equipment, a database 50 of operating and maintenance procedures, and possibly a database 49 of deviation configuration list and a database 51 of known fleet problems.

The isolation and orientation aid database for an item in the minimum list of equipment 48 comprises, for example, a list of actions and / or procedures to be carried out before consulting a particular item of the minimum list of equipment, depending on the equipment (s) and / or systems and / or functions potentially implicated. This database makes it possible to assist the pilot to find the item (s) from the minimum list of the most relevant equipment in the presence of fault and / or breakdown data recovered by the acquisition module 54, in particular when the identification of this item is not clear from database 44, taking into account the signature of faults and / or breakdowns observed.

Advantageously, the database 48 includes, for each procedure or action that it contains, an indication of the estimate of the time necessary for carrying out the procedure or the action, and an indication of the need to reset the systems of the aircraft 12 for the implementation of the procedure.

The database of operations and maintenance procedures 50 comprises a list of maintenance and operations procedures to be carried out on the equipment and / or on the system and / or on the potentially offending function, after or during the checks to be performed associated with an item in the minimum equipment list.

It advantageously includes, for each procedure that it contains, an indication of an estimate of the time necessary for carrying out the procedure, and an indication of the need to reset the systems of the aircraft 12 for the implementation of the procedure.

The deflection configuration list database 49 associates with a plurality of exterior parts of the potentially faulty aircraft at least one associated deflection configuration list item.

Each deflection configuration list item corresponding to a potentially faulty external part defines the conditions under which the aircraft 12 can be authorized to depart if the part in question fails.

These external parts are for example elements and / or secondary structural parts, communication antennas of the ATC, VOR type.

It defines in particular the procedure or procedures to be carried out to establish the authorization to leave, the entity in charge of carrying out the procedure, to be chosen from among the crew and / or exterior maintenance, and the number of flights or the time during which the aircraft 12 can be in flight when the external parts are potentially faulty.

It advantageously includes, for each verification that it contains, an indication of the estimate of the time necessary for carrying out the verification, and an indication of the need to reset the systems of the aircraft 12 for the implementation of the verification.

The database 51 of known fleet problems identifies the signatures of faults and / or failures constituting artefacts or minor faults common to a group of aircraft 12, in particular to the aircraft fleet 12, which must not be treated by a minimum list of equipment.

Each database 44 to 51 is physically received in the memory 42 or / and is accessible by the computer 40, by connection through a physical and / or wireless link.

In this example, databases 44 to 51 are shown separate from each other. In a variant, shown in dotted lines in FIG. 1, at least two databases 44 to 51, advantageously all the databases 44 to 51 are aggregated in the same common base.

According to the invention, the operational synthesis module 56 comprises an application for interrogation, at each instant before the flight, and advantageously during the flight, of the acquisition module 54 to collect the data of faults and / or breakdowns acquired by the acquisition module 54, in order to determine a signature representative of the faults and / or breakdowns present on the aircraft 12 at this time.

Advantageously, when a database 51 of known fleet problems is present, the operational synthesis module 56 is capable of interrogating the database of known fleet problems 51 to determine whether one or more faults and / or failures constituting the signature constitutes an artefact or a minor defect which should not be considered in the context of a minimum list of equipment for authorization to leave.

The operational synthesis module 56 comprises an application for establishing a rapid authorization status from the aircraft, on the basis of the signature of faults and / or faults recovered, on the basis of at least data contained in the first identification database 44 and at least data contained in the second minimum equipment list database 46.

Advantageously, the rapid status of authorization to leave is also determined from the other bases 48 to 50 to determine a time estimate and / or a need for reinitialization, in order to consolidate if a return to the parking point is necessary. To this end, the application for establishing a rapid status is suitable for interrogating the first database 44 and possibly the database 48 to identify the potentially incriminated equipment and / or systems and / or functions corresponding to the signature collected. The rapid status establishment application is then suitable for interrogating the second database 46 to determine whether each potentially incriminated item of equipment and / or system and / or function isolated using the database 44 and / or from database 48 has at least one item in the minimum list of equipment.

If the potentially offending equipment does not present any item in the minimum list of equipment defined in the database 46, the rapid status establishment application then generates a rapid status of non-authorization to leave.

If the potentially offending equipment has at least one item in the minimum list of equipment, the rapid status establishment application is capable of determining the number of items corresponding to the potentially offending equipment.

For each item associated with potentially offending equipment, the rapid status establishment application is suitable for determining a rapid status chosen from: authorization from established, analysis that can be carried out on site, and / or analysis requiring a return to the parking point.

The operational synthesis module 56 also comprises an application for establishing a detailed authorization status from the aircraft, comprising at least one indication of a detailed operational impact status, based on the signature of faults. and / or failures recovered by the acquisition module 54 and of data contained in the databases 44 to 48, and advantageously in the databases 49 to 51. To this end, the application for establishing a detailed status is suitable for scanning the checks associated with each item in the minimum list of equipment in the database 46 to identify the check and determine whether each procedure can be carried out solely by the crew, or whether it requires assistance provided by external maintenance. It is therefore capable of defining an indication of the possible need for external aid. The application for establishing a detailed status is also suitable for scanning the checks associated with each item in the minimum list of equipment in the database 46, and possibly the procedures associated with each fault / failure in the database. data for assisting with the isolation of items 48, in the configuration list database 49, and / or in the maintenance and operations database 50 to determine whether a reset of the aircraft systems is necessary to the authorization decision to leave. It is capable of thus defining an indication of certain or potential need to reinitialize the aircraft 12. The application for establishing a detailed status is moreover capable of scanning the checks associated with each item of the minimum list of equipment in the database 46, and possibly the procedures associated with each equipment potentially incriminated in the database for assistance with the isolation of items 48, in the database 49 of list of configurations, and / or in the maintenance and operation database 50 to determine an estimate of time required for the procedures to be carried out.

It is thus suitable for defining an estimate of the minimum time necessary for the establishment of the authorization to leave in the form advantageously of a minimum time necessary, gradually increasing (for example greater than 10 minutes, greater than one hour, greater than four hours). The detailed status establishment application is also capable of scanning the elements associated with each item of the minimum list of equipment in the database 46 to determine whether an operational limitation should be implemented. This operational limitation is, for example, a limit flight level that can be reached, or a landing distance increased by a certain length. The application for establishing a detailed status is furthermore capable of calculating in real time a number of flights or a time remaining for an authorization from, for example, given in days remaining or in cut-off date from the time when the authorization to leave has been taken, on the basis of information retrieved from the minimum equipment list database 46.

The module 58 for managing display on the display 52 is suitable for creating on a screen of the display 52, for each signature of faults and / or breakdowns associated with an equipment and / or system and / or potentially incriminated function. , a window 60 of authorization synthesis from which an example is illustrated in FIG. 2.

The summary window 60 comprises at least one display region of an indicator 62 of the type of fault and / or failure observed, a display region of an indicator 64 of rapid authorization status from prepared by the application for determining the rapid status of the synthesis module 56. The synthesis window 60 also advantageously comprises a display region of a procedure indicator 66 to be carried out, and status 68 of the state of completion of the procedure to be carried out .

The summary window 60 further comprises a display region of indicators 70 to 81 of detailed authorization status based on developed by the detailed status determination application of the synthesis module 56.

In the specific example shown in FIG. 2, corresponding here to a portable electronic device, the display region of the indicator 62 is located in the upper part of the window. The indicator 62 is formed by a synthetic text illustrating the type of faults, here "ELEC: LHPPDB FAULT / WOW MISMATCH" to indicate the detection, by the airplane electricity system, of a possible fault on the trains

The display area for the Authorization from Quick Status Indicator 64 is located on the left side of the window. The indicator 64 is formed by an icon corresponding to the type of status determined. FIG. 3 illustrates different types of icons forming the indicator 64 corresponding respectively to a non-authorization from (icon 64A), to an authorization from (icon 64B), to an analysis to be carried out on site (icon 64C) and to an analysis requiring a return to the parking point ("return to ramp", icon 64D). The procedure type indicator 66 is suitable for giving an indication of the type of procedure to be carried out, for example from bases 48 or 50 in order to establish an authorization to leave. In this example, flag 66 is a text message. Here it says "Go if Proc. DC24-01 to Dispatch ”which means“ Leaving if procedure DC24-01 leads to an authorization to leave ”.

In this example, the region for displaying detailed status indicators 70 to 81 is located at the bottom of the summary window 60. At least one detailed status indicator 70 relates to the need to request external assistance. In the present case, the indicator 70 is formed by an icon represented in FIG. 2 which indicates that the crew does not need outside assistance. Alternatively or additionally, the 70B icon shown in Figure 4 can be displayed to indicate the need for outside assistance. The detailed status indicator 72 relates to the need to reset aircraft systems. It is formed by a specific icon. Advantageously, the indicator is differentiated to establish either a reset potential, or a certain reset. The detailed status indicator 74 is formed by an icon for estimating the time required to prepare the authorization to leave, which in this example is greater than 10 minutes. Other icons forming detailed status indicators are represented in FIG. 4. The icon 76 is intended to indicate that several items of the minimum list of equipment can correspond to the present signature of faults and / or breakdowns and that a choice of authorization to leave is to be chosen by the crew according to the limiting conditions to be respected The icon 78 is intended to indicate that the defect / failure under consideration is under authorization from and comes from the recording in the document (electronic or paper) of technical report completed in mission return, after a previous flight. The icon 80 is intended to indicate that an authorization to leave has been extended. The icon 81 is intended to signal to the crew an operational limitation resulting from the authorization to leave. The display 52 includes a screen 90 on which at least one summary window 60 is displayed. The screen 90 is for example a display screen of the cockpit unit 18, or a screen of a portable electronic device such as than a tablet.

An icon 200 indicating the operational status of the aircraft, on the ground or in flight is also suitable for being displayed on the display 52.

A method of assisting in the authorization decision to leave, using the system 10 according to the invention, will now be described, with reference to FIGS.

Initially, the aircraft 12 fitted with the system 10 according to the invention is located at its parking point (point A in FIG. 6). The crew activated system 10. The icon 200 indicates that the aircraft is on the ground. The crew noted that a fault was already present on a system on aircraft 12, namely "COND CABIN FAULT - ONE CABIN ZONE TEMP SENSOR FAIL" signifying that the cabin temperature control sensor had failed.

As indicated by the icon 78, this defect comes from a technical report of a previous flight and was treated previously. A summary window 60 is displayed on the screen 90 with a quick status indicator 64 indicating an authorization to leave.

The summary window 60 furthermore presents an indicator 92 of the number of flights or of the time remaining for the authorization to depart, namely here four calendar days ("Remaining time: 4 calendar days"). The remaining time indicator is for example given in remaining days or by the cut-off date, the crew being able to choose the type of remaining time being displayed.

The summary window 60 also presents an indicator 94 which indicates under which item the authorization to start associated with this fault has been obtained.

The summary window 60 therefore allows the crew to easily follow which authorization to leave has been obtained and what is the time remaining for the authorization to leave in progress, in particular during the transmission of the aircraft 12 of a crew. to another. The aircraft 12 is then moved to the runway (point B in FIG. 6) where it performs checks before takeoff. During these checks, a new fault appears, namely "ELEC: LHPPDB FAULT / WOW MISMATCH".

The data acquisition module 54 detects the presence of this fault which is also displayed on the screens of the display unit 18, as illustrated by step 100 in FIG. 5. The application for determining rapid status then collects the signature of the fault in step 102. It interrogates the identification database 44 and / or the database 48 to determine which equipment and / or system and / or function is liable to be incriminated when this fault occurs. In this example, the database 44 does not allow direct identification of the equipment in question. The database 48 indicates that according to this signature, and subject to the conduct of a specific procedure, the equipment in question could be the nose landing gear.

Advantageously, the quick status determination application scans the fleet problem database 51 to verify that the fault displayed is not an artifact. It then scans the database 48 for help with isolation and orientation towards the items of minimum equipment list to find if there is one or more items corresponding to this equipment.

In the present case, at least one item of the minimum list of equipment is found in the database 46. Furthermore, the quick status determination application determines from the database 46 that a specific verification to this item must be performed, that this verification requires a return to the parking point. The status determination application therefore draws up a rapid status for authorization to leave, consisting of "analysis requiring a return to the parking point". As illustrated in FIG. 8, this status is displayed in the form of a rapid status indicator 64 formed by an icon in the display region of the rapid status indicator, in step 104.

This rapid status allows the crew to quickly make the decision to return to the parking point to perform the analysis.

Simultaneously, the detailed status determination application determines, from the databases 48, 46 that the procedure to be carried out to identify the potentially offending equipment and that the checks to be carried out corresponding to the item associated with the potentially equipment accused may be driven only by the crew. It also queries the maintenance procedure and operations database 50 to verify that no other procedure to be carried out requires external maintenance.

It therefore draws up a detailed status including a determination of the external assistance required, in which the analysis can be carried out only by the crew and displays a corresponding detailed status indicator 70, in the form of an icon representing only the crew. .

Similarly, the detailed status determination application determines, from the databases 48, 46, that the procedure to be carried out and the verifications to be carried out require a reset of the aircraft systems, and a procedure time greater than 10 minutes. The status determination application also determines from the database 46 whether there are any operational limitations associated with each relevant item on the minimum equipment list.

It therefore draws up a detailed statute including a need to reinitialize the aircraft systems for the implementation of the procedure, an estimate of the time necessary for the development of an authorization from and possibly the presence of operational limitations.

The display management module 58 then displays on the window indicators 72, 74 corresponding respectively to an indication of the need to reset the systems of the aircraft 12 and to an estimated time required greater than 10 minutes. The crew can therefore talk to air traffic control, mission management personnel and also warn passengers of the delay and possible breakdowns of aircraft systems concerning them. It returns to the parking point (point C in Figure 6)

The rapid and detailed statuses displayed on the summary window 60 are rapidly produced by the system 10, for example less than 10 seconds after the appearance of a fault or a breakdown, without the crew having to scan documents or perform analysis. In step 106 visible in FIG. 5, the crew consults the database 48 for assistance with the isolation of items, in order to carry out the procedure making it possible to identify the equipment in question, and the associated item to this equipment in the minimum equipment list.

The procedure is optionally carried out using the data from the automatic fault detection software application 30, and advantageously using the display and automatic sequence application 32 of the procedure. In step 108, the crew performs the checks associated with the item in the minimum list of equipment corresponding to the potentially offending equipment. As before, the verifications are carried out using the data from the automatic fault detection software application 30, and advantageously using the automatic display and unwinding application 32. In step 110, the crew possibly carries out the procedures from the database 52 of maintenance and operation procedures corresponding to the equipment in question, possibly using the automatic fault detection software application 30 and the software application d display and automatic sequence of procedures 32. In step 112, the crew determines whether the conditions for establishing an authorization from defined in each relevant item of the minimum list of equipment are met, and if so if applicable, what are the operational limitations, in particular in terms of number of flights and / or time. This information is entered by the crew or is automatically retrieved by the summary module 56.

They are transmitted to the display management module 58 to allow the display of an indicator 92 of the time remaining for the authorization to depart, defined by a number of remaining flights in which the authorization to depart is valid.

As illustrated in FIG. 9, the window 64 corresponding to the faults observed then has an indicator 64 for a rapid authorization to leave status, and an indicator 92 for the remaining time indicating a number of flights.

With reference to point D in FIG. 6, the crew moves the aircraft 12 from the parking point to the runway and takes off at point E.

During the flight, as illustrated in point F, the decision support system 10 remains active. The 200 icon indicates that the aircraft is in flight.

When a new fault and / or a new fault is detected by the software application 30, this fault is recovered by the data acquisition module 54 and is transmitted to the synthesis module 56. The quick status determination application is activated to measure the impact of the fault and / or failure on the next flight. The display management module 58 then displays an indicator 98 corresponding to an analysis required for the next flight. The detailed status determination application performs the same operations as those described above and determines detailed status indicators, in particular to determine the item concerned in the minimum equipment list, the possible need for external assistance, and intervention time.

A specific status window 60 is added to screen 90 in a category relating to faults having a possible impact on the mission or on the next flights ("Defects with possible impact for the mission / next flights"). The crew can therefore anticipate the actions to be taken once the aircraft 12 has landed, and possibly provide for a diversion if maintenance is necessary and is not available at the intended destination.

Thus, in the example shown in FIG. 10, the defect observed is “FUEL: X-TK-3-1 FAULT / TRANSFER FAULT” which corresponds to a fuel transfer failure between the tanks 3 and 1. The system in question is here that ensuring the capacity to be able to transfer fuel between tanks 3 and 1.

A particular item in the minimum list of equipment is isolated by the operational summary module 56, as well as the need to involve both the crew and maintenance, and an estimated intervention time greater than 10 minutes.

The status windows 60 corresponding to the other faults already benefiting from an authorization to leave are grouped in a specific category on screen 90 ("Defects under dispatch").

The system 10 according to the invention therefore simplifies the task of the ground crew by providing a rapid synthesis of authorization from and / or possibly a detailed synthesis in addition to the rapid synthesis. The crew therefore has almost immediate information on the actions and the time that will be necessary to decide on a possible authorization to leave in the presence of the defect and / or breakdown observed. A significant time saving is obtained.

In addition, the cases of non-authorization to leave due to abandonment due to the complexity of the analysis are reduced.

When a detailed summary is provided, the need to return to the parking point to analyze faults and / or breakdowns is identified, as well as the need for personnel and useful resources. Information for passengers and cabin crew on the consequences of the failure is provided. The temporal impact of the breakdown is also anticipated, which makes it possible to manage the mission and review any slots available with air traffic control.

This operational summary is updated in real time, especially in flight, which facilitates the monitoring of actions by the crew, and the passage of instructions between several crews.

When the synthesis is implemented in flight, the crew workload is reduced, mission personnel can be informed of the potential consequences of the failure, and the need for maintenance personnel and technical resources at the destination airport can to be anticipated. A possible diversion to a site with the necessary support can be envisaged, limiting the risk of the need to send a repair team to unsuitable site.

In the variant where the system 10 is integrated into the central avionics unit 16, the acquisition module 54, the operational synthesis module 56 and the display management module are directly loaded into the avionics unit 16, in a common or separate memory 42 of the memory 28, to be executed by a common computer 40 or separate from the computer 26. The display 52 is then advantageously formed by a screen of the display unit 18 in the cockpit . The shape and arrangement of the summary window 60 may be different from that shown in FIG. 2.

In addition or as a variant, the applications for determining the status of the operational summary module 56 are suitable for comparing the time elapsed or the number of flights carried out since an authorization to leave associated with a given fault and / or failure has been established, with a number of flights or a maximum time provided for said authorization to depart, retrieved from the database 46 of minimum list of equipment. The rapid status determination application is capable of defining a rapid status of non-authorization from if the number of flights carried out reaches the maximum number of flights or if the elapsed time exceeds the maximum time.

Claims (15)

1. -A system (10) for assisting in the authorization decision from an aircraft (12), comprising: - an acquisition module (54) for aircraft fault and / or breakdown data (12); - at least a first identification database (44) capable of associating at least one piece of equipment and / or a system and / or a potentially incriminated function of the aircraft (12) with at least one piece of fault data and / or breakdowns of the aircraft (12) received from the acquisition module (54); - a second database (46) of minimum list of equipment defining authorization conditions from the aircraft (12) as a function of equipment and / or systems and / or potentially incriminated functions of the aircraft ( 12); the system (10) being characterized by: - a synthesis module (56), capable of generating at least one authorization status from the aircraft (12), on the basis of at least one fault datum and / or aircraft failures (12) received from the acquisition module (54) and at least data contained in the first database (44) and in the second database (46); - a display (52), suitable for displaying at least one summary window (60) containing at least one indicator for identification of faults and / or breakdowns of the aircraft (12) developed from the or each data item faults and / or breakdowns, and at least one authorization status indicator to start on the basis of the authorization status starting from determined by the summary module (56). 2. - System (10) according to claim 1, in which the synthesis module (56) is capable of generating at least one rapid authorization status from the aircraft (12) on the basis of at least one aircraft defect and / or failure data (12) received from the acquisition module (54) and from at least data contained in the first database (44) and in the second database (46 ), the rapid status of authorization to leave being determined among a non-authorization to leave, an authorization to leave established, an analysis that can be carried out on site, and / or an analysis requiring a return to the parking point, the display ( 52) being suitable for displaying in the summary window (60) at least one indicator for rapid authorization status from starting on the basis of the rapid authorization status from starting determined by the synthesis module (56). 3. - System (10) according to any one of the preceding claims, in which the synthesis module (56) is capable of generating at least one detailed authorization status from establishing an operational impact, based on at at least one item of aircraft faults and / or breakdowns (12) received from the acquisition module (54) and at least from data contained in the first database (44) and in the second database (46), the display (52) being suitable for displaying in the summary window (60) at least one detailed status indicator for authorization on the basis of the detailed status for authorization on the basis determined by the module of synthesis (56). 4. - System (10) according to claim 3, in which the detailed authorization status from generated by the synthesis module (56) comprises at least one procedure information to be unrolled from the minimum list of equipment to decide on authorization to start, the display (52) being suitable for displaying a detailed status indicator (66) identifying the procedure to be carried out on the basis of the procedure information to be carried out generated by the synthesis module (56). 5. - System (10) according to any one of claims 3 to 4, in which the detailed authorization status from generated by the synthesis module (56) comprises at least minimal time estimation information necessary for the authorization decision to leave, the display (52) being capable of displaying a detailed status indicator (74) giving an estimate of the minimum time necessary for establishing the authorization to leave on the basis of the information estimation of minimum time generated by the synthesis module (56). 6. - System (10) according to any one of claims 3 to 5, in which the detailed authorization status from generated by the summary module (56) includes information of need for external help to decide to the authorization to leave, the display (52) being suitable for displaying a detailed status indicator (70) relating to a need for external aid on the basis of the information for the need for external aid generated by the synthesis module (56). 7. - System (10) according to any one of claims 3 to 6, in which the detailed authorization status from generated by the synthesis module (56) includes information on the need to reset the systems of the aircraft. (12) in order to decide on the authorization to leave, the display (52) being suitable for displaying a detailed status indicator (72) relating to the need for reinitialization on the basis of the information of necessity for reinitialization generated by the synthesis module (56). 8. - System (10) according to any one of claims 3 to 7, in which the detailed authorization status from generated by the synthesis module (56) includes operational limitation information of the aircraft (12) on at least one next flight, the display (52) being capable of displaying a detailed status indicator (81) relating to the operational limitation on the basis of the operational limitation information generated by the synthesis module (56). 9. - System (10) according to any one of claims 3 to 8, in which the synthesis module (56) is capable of establishing at least one detailed authorization status from the ground and in flight constituting an estimate for a next departure, the display (52) being able to display the or each detailed operational impact status indicator on the ground and in flight. 10. - System (10) according to any one of the preceding claims, comprising at least one database (48) for assistance in the isolation and orientation towards an item of the minimum list of equipment, a database (50) of operations and maintenance procedures, and / or a database (49) of list of deviation configurations, the synthesis module (56) being capable of generating at least one authorization status from data contained in the database (48) for assistance in isolating and orienting towards an item of the minimum list of equipment, in the database (50) of operating procedures and maintenance, and / or in the deviation configuration list database (49). 11. - System (10) according to any one of the preceding claims, comprising at least one database (51) of faults and / or breakdowns floats, the synthesis module (56) being suitable for further interrogating the base. data (51) of faults and / or breakdowns floats in the presence of fault and / or breakdown data collected by the acquisition module (54). 12. - System (10) according to any one of the preceding claims, in which, after the establishment of an authorization to leave in the presence of a datum of faults and / or breakdowns of the aircraft (12), the display (52) is suitable for displaying an indicator (92) of the number of flights or / and of the remaining duration of authorization to leave in the summary window (60). 13. - Method for assisting in the authorization decision from an aircraft (12) comprising the following steps: -provision of a system (10) according to any one of claims 1 to 13; - Acquisition, by the acquisition module (54) of at least one item of faults and / or breakdowns of the aircraft (12); - Generation, by the synthesis module (56), of an authorization status from the aircraft (12) on the basis of at least one item of aircraft faults and / or failures (12 ) received from the acquisition module (54) and from at least data contained in the first database (44) and in the second database (46); display on a summary window (60) of the display (52) of at least one indicator for identifying faults and / or faults of the aircraft (12) and an indicator for the authorization status from determined by the synthesis module (56) on the basis of the data of faults and / or breakdowns of the aircraft (12). 14. - Method according to claim 13, comprising the generation of at least one rapid authorization status from the aircraft (12) on the basis of at least one data item of faults and / or breakdowns of the aircraft (12) received from the acquisition module (54) and from at least data contained in the first database (44) and in the second database (46), the rapid authorization status from being determined from a non-authorization to leave, an authorization from established, an analysis that can be carried out on site, and / or an analysis requiring a return to the parking point, the display (52) displaying in the summary window (60) at least one fast start authorization status indicator based on the fast start authorization status generated by the summary module (56). 15. - Method according to claim 13 or 14, comprising the generation of at least one detailed authorization status from establishing an operational impact, on the basis of at least one data item of faults and / or breakdowns of the aircraft (12) received from the acquisition module (54) and from at least data contained in the first database (44) and in the second database (46), the display (52) displaying in the summary window (60) at least one detailed authorization from status indicator based on the detailed authorization from status generated by the synthesis module (56).